Signal-block.



c. MATHIS. SIGNAL BLOCK.

APPLICATION FILED AUG. 21, 1912.

Patented Feb. 10,1914.

2 SHEETS-SHEET 1.

G. MATHIS.

SIGNAL BLOCK.

APPLIGATION FILED AUG. 21, 1912. 0

Patented Feb. 10, 1914.

2 sums-sum 2. g

COLUMBIA 'PLANOGRAPH 60.. WASHINGTON u c CLIFFORD MATHIS, 0F SPOKANE, WASHINGTON.

SIGNAL-BLOCK.

Specification of Letters Patent.

Patented Feb. 10, 1914.

Application filed August 21, 1912. Serial No. 716,327.

.To all whom it may concern Be it known that I, CLIFFORD hLxTHIs, a citizen of the United States, residing at Spokane, in the county of Spokane and State of Washington, have invented new and use ful Improvements in Signal Blocks, of which the following is a specification.

The invention relates to signals and more particularly to the class of automatic semaphore signaling and torpedo placing mechanism for railway courses.

The primary object of the invention is .the provision of mechanism of this nature wherein on any displacement at predetermlned points 1n the road bed of a railway course or curve a vlsible slgnal Wlll be d1splayed and a torpedo projected into the path of travel of a railway train for the sounding thereof on approaching saidpoint thereby giving warning of danger at such point to avoid a possible wreck or consequent catastrophe should the train continue in its course.

Another object of the invention is theprovision of mechanism of this character in which a train will be signaled and a torpedo sounded on the running of said train over predetermined points in its road bed should the latter have become faulty by reason of a wash-out or other cause which would effect the track equipment on which the train is traveling thereby signifying danger ahead so as to avoid disinvention consists in the construction, combination and arrangement of parts as will be hereinafter more fully described, illustrated in the accompanying drawings, and pointed out in the claim hereunto appended.

In the drawings :-Figure 1 is a frag mentary side elevation of a railway track and bridge crossing showing the mechanism constructed in accordance with the invention applied. Fig. 2 is a top plan view thereof. Fig. 3 is a sectional view on the line 3-3 of Fig. 2, looking in the direction of the arrow. Fig. 4: is a sectional view on the line 4 -4 of Fig. 2, looking in the direction of the arrow. Fig. 5 is a fragmentary sectional view on the line 55 of Fig. 2. 7

Similar reference characters indicate corresponding parts throughout the several views in the drawings.

Referring to the drawings by numerals, 1O designates generally a drive, water or other way arranged between opposed banks 11 on the upper surface of which is formed the railway bed, the .way 10 being spanned by means of a trestle comprising spanning bars 12 disposed in spaced parallel relation to each other and connected together in any desirable manner in this instance by means of cross bolsters 13 for permitting the continuation of the railway bed across the way, the bars 12 being 'supportedupon upwardly extending pillars or girders 1 1 reinforced through the medium of brace rods 15 in the ordinary well known manner. The pillars or girders 1d at their lower ends are anchored in foundation or base blocks 16 which are partially embedded in the bottom of the way 10 it being understood of .course that the bridge structure forms no part of the present invention and is merely shown and described to illustrate the manner of use and the application of the automatic signaling and torpedo mechanism presently described. Therefore, it is to be understood that the visual and detonating signals are adapted for use on a railway track or tracks skirting the cut, embankment or slope where an avalanche or slide is liable to occur for warning a train crew in ample time when approaching such place to assure safety of the train, its crew and passengers.

The automatic visual and audible signaling mechanism comprises a pair of semaphore signal posts 17 each being arranged at opposite sides of and any desirable distance away from the danger point in the road bed having supported thereon rails 18 of a track which in this instance extends over the bridge from one bank 11 to the other, it being understood of course, that the track is extended between predetermined points as usual. The posts 17 are secured at their lower ends or are integrally formed with reversely extended supporting bolsters or bars 19 the same projecting laterally at opposite sides of the track 18 and are superimposed upon the road bed at right angles to the said post 17 the bolsters or bars 19 being fixed to the track structure in any desirable manner and are designed to underlie the said track. Each post 17 carries at its upper end a semaphore arm 20 which is connected to a trunnion or pivot 21 journaled in a suitable bearing. upon the upper end of the post 17, the semaphore arm being provided with a danger signaling bulls eye 22 as usual. The semaphore arm 20 is of sufficient length so that when in raised position it will be visible to the engineer of a train approaching the same and when the said arm is lowered this will indicate safety ahead.

Pivotally connected to each post 17 near the lower end thereof is a bell crank lever 23 to one arm of which is connected a rigid rod 24- the same being passed upwardly through the post 17 and is connected with a semaphore arm in a manner presently described. The other arm of said bell crank lever 23 has pivotally connected thereto a throw rod 26 the free end of which is adapted to carry a torpedo 27 which on the inward movement of the said rod 26 will be brought into superposed relation to the tread of one of the rails 18 of the track to be exploded by a moving train when passing over the latter.

Formed on the trunnion or pivot 21 is a crank 25 to which is loosely connected a link 26 carrying a weight 28 which is also connected to the rod or link 24:, the weight being designed to automatically shift the throw rod 26 when released from normal position in a manner presently described. It will also be seen that the weight 28 will serve to elevate the semaphore arm 20 into a signaling position to be visible to the engineer of the train when approaching the danger point in the track.

Fixed to the bars 19 at opposite sides of the track and arranged in parallel relation to the latter, and also fixed to the cross ties adjacent thereto are blocks 29 011 which are slidably mounted locking bolts 30 which are surrounded by means of expansion springs 31 adapted to cooperate therewith to normally force each of said bolts 30 into engagement with the keeper eye 32 formed on each throw rod 26 so as to hold the latter retracted from the track. The signal is released by the bolt 30 when it is pulled against the pressure of the spring 31, and at the same time the throw rod 32 is free so that the weight 28 will act upon the same for moving it toward the track whereby the torpedo 27 carried by the throw rod will be brought into the path of movement of the train when traveling upon the track so that the said torpedo will become exploded for signaling purposes.

Connected in any desirable manner to the fastening elements 33 mounted in the stationary or base blocks 16 are pull cables 34: the same being trained through guide pipes 35 suitably connected to the girders l4, cross ties supporting the tracks and extending to the blocks 29, the said cables Salbeing also connected to the locking bolts 30. ll hen the stationary or base blocks 16 are displaced due to a flood the cables 34 are pulled upon by the displacing of the said blocks, and by reason of the fact that these cables 31 are connected directly to the bolts 30 the latter will be pulled against the pressure of the springs 31, thereby disengaging the same from the keeper eyes 32, thus releasing the signal, and the weight 28 will raise the semaphore arm 20 so as to make the same visible to the engineer of an approaching train, and also the throw rod 26 will be shifted to bring the torpedo 2'? over the tread of the rail 18 so that the wheels of the approaching train will pass over the torpedo held by the throw rod 26, thereby exploding the same, and in this manner the engineer or train crew will be warned of danger ahead in ample time to stop the train before reaching the danger point in the track to assure safety to the train and its passengers.

It will be noted that the semaphore arm 20 and the track levers 26 will be simultaneously operated at opposite sides of the point of danger in the track so that a train approaching in either direction will he warned to assure safety thereof.

From the foregoing it is thought that the construction, and operation of the device will be clearly understood and therefore a more extended explanation has been omitted.

l vhat is claimed is The combination with a trestle and a track supported by the same, of hollow posts vertically arranged at opposite ends of the trestle and having bases disposed parallel with the track, U-shaped brackets mounted on the bases, semaphore arms swingingly connected to the upper ends of the posts, bell crank levers pivoted in the posts, rods connected with the levers and arms and having weights concealed and slidable in the posts, members slidable in the brackets and engaged with the levers, perforated eyes formed on the said members, spring-held locking bolts mounted at right angles to the brackets and normally engaging the eyes In testimony whereof I aflix my signaon the members to sustain the aims in lovfiture in presence of two Witnesses.

ered position, and connections etween t e bolts and parts of the trestle so that when CLIFFORD MATHIS 5 the latter is disturbed the connections Will Witnesses:

release the bolts for freeing and permitting H. S. Sroorrmn,

the automatic raising of the arms. Mrs. H. L. RYAN.

Copies of this patent may be obtained for five cents each, by addxessing the Commissioner of Patents,

Washington, D. G. V 

